Compensating gearing.



I *PATENTED MAY 5,1903. E. HUBER. OOMPENSATING GBARING.

APPLICATION TILED MAR. 20, 1902.

2 SHEETS-SHEET 1.

rmiiTFE .30 MODEL.

IIIIIIUIHL SZHHM uv g I INVENTOR. BY

A TTORNEY.

No. 726,930. PAT/ENTED MAY 5, 1903,

3 HUBER. GOMPENSATING GEARING.

APPLIOATION FILED MAR, 20, 1902.

no monmf 2 sums-sums.

Ill

g z INVENTOR,

r A TTORNE).

"n4: "cams PETERS 00.. PNOTO-LIYHQ, WASHINGTON. n, c. v

Patented May 5, 1 903.

ATENT FFICE.

"EDWARD'HUBER, OF MARION, OHIO.

COMPENSATING GEARING.

SPECIFICATION forming part of Letters Patent No. 726,930, dated May 5,1903. Application filed March 20, 1902 Serial No, 99,038. (No model.)

To all whom it may concern.-

zen of the United States, residing at Marion, in the county of Marionand State of Ohio, have invented certain new and useful- Improvemen tsin Compensating Gearing, of which the following is a specification,reference being had thereinto the accompanying drawings. 7

This invention relates to compensatinggearing, and is devised moreparticularlyfor use in connection with traction-engines, being in thenature of an improvement upon the construction set forth in LettersPatent No. 271,464, granted to me January 30, 1883.

The present invention has for its object to overcome certaindisadvantages attendant upon the construction set forth in my priorpatent above referred to; and to these ends it consists in certain novelfeatures which I will now proceed to describe and will then particularlypoint out in the claims.

In the accompanying drawings, Figure 1 is an elevation, partly invertical section, along the line 00 0c of Fig. 3 and looking in thedirection of the arrows of a compensating gearing embodying my inventionin one form. Fig. 2 is a plan section taken on the line y y of Fig. 1and looking in the direction of the arrows. Fig. 3 is a view taken insection on the line ,2 z of Fig. 1 and looking in the direction of thearrows, and Fig. 4 is a sectional view taken on the line 2 z of Fig. 1and looking in the direction of the arrows.

In the said drawings, 1 indicates the main driving-gear, to which thepower is applied and which comprises in the present instance aperipheral portion- 2, carrying the gearteeth, side plates 3, betweenwhich the major portion of the coinpensatinggearing isinclosed, and'adivided hub 4, mounted loosely on the bearing or support of the maingearwheel, so that the latter is free to turn thereon.

5 indicates a shaft or axle-in the present instance acounter-shafthaving at one end thereof a pinion 6, by. means of whichone of the driving-wheels of the traction-engine is actuated. Upon thiscounter-shaft is loosely mounted a sleeve 7 ,which has connectedtherewith a pinion 8, by means of which the other driving-wheel of thetraction-engine is actuated. The sleeve 7 has formed on or secured .bymeans of which it is accommodated.

. toiitsiunerend a gear 9, located within the Be it known that I, EDWARDHUBER, a citispace between the side plates 3 of the main driving-gear.10 indicates a second sleeve, secured on the shaft 5 and carrying orhaving formed thereon a second gear 1] alsolocated 'within the spacebetween the plates 3 and immediately adjacent to the gear 9. The twogears Qand .11 are of equal diameter and have the same number of teeth.The two sleeves 7 and 10 form the bearing or support upon which thedivided hub 4 of the main gear rotates.

12 indicates a pinion having journals 13, mounted in suitable bearingscarried by the main gear-wheel. In the present instance I have shown oneof the bearings, 14, as carried by one of the side plates 3, while theother bearing, 15, is carried 'by a bracket 16, secured to the otherside plate, which is provided with an aperture 17 through which thepinion 12 extends. The pinion 12 is a double pinion or it may be formedof two pinions of equal dimensions united so as to rotate in unison, andits inner portion meshes with the gear-wheel 9. Its outer portion mesheswith one member of a second double pinion 18, having journals 19 withbearings 20 and 21 in the side plate 3 and bracket 16, respectively.This double pinion 18 comprises a member 22, with which the pinion 12meshes, and a member 23, which meshes with the gear 1l,the twobeingseparatedbyacut-awayspace or circumferential groove 24, into whichthe peripheral portion of the gear 9 extends and The pinion 18 might ofcourse be composed of or considered as-two pinions so united as torotate in unison and suitably spaced apart to receive between them the'gear 9. The two members 22 and 23 of the double pinion 18 are'of thesame size and also of the same size as the double pinion 12. PreferablyIemploy two sets of these systems of pinions, arranged diametricallyopposite each other, as shown in Fig. 1 and as set forth in LettersPatent.

In practice it has been found by experience that where gearing of thetype set forth in my said prior Letters Patent is employed in which morepower is transmitted to one driving-wheel than to the other it willfrequently occur that the wheel receiving more power my said prior willslip or rotate freely, while the other wheel will remain stationary andnot rotate at all. This will occur most frequently when the Wheel havingmore power gets into a mudhole or other slippery depression. By reasonof the construction which I have described equal power is imparted toboth drivingwheels, so that there is no tendency on the part of onewheel to slip or rotate freely by reason of any greater amount of powerbeing transmitted to it than to the other, while at the same time thewheels are free to rotate to different extents in passing around curvesor the like. It will further be observed that by the construction whichI have devised, in which one of the double pinions extends laterallybeyond the inclosed gears, while the other double pinion is composed oftwo separated parts having an intervening space to accommodate one ofthe inclosed gears, I am enabled to make the inclosed gears of the samediameter and number of teeth and also to obtain a similar correspondencein the size of the pinions.

It is obvious that various modifications in the details of constructionmay be made without departing from the principle of my invention. Forinstance, although I have shown myimproved gearing as arranged to drivethe driving-wheels of the engine through the medium of a counter-shaftit is obvious that the driving-wheels may be directly actuated, as in myprior Letters Patent hereinbefore referred to. Various othermodifications will readily suggest themselves, and I therefore do notwish to be understood as limiting myself to the precise details ofconstruction hereinbefore described, and shown in the accompanyingdrawings.

Having thus fully described my invention, what I claim as new, anddesire to secure by Letters Patent, is-

1. The combination, in a compensating gear, of a loosely-mounted maindriving gearwheel, two gear-wheels of equal size mounted side by side inimmediate proximity to each other and adapted to be operativelyconnected with the two driving-wheels of a traction-engine,respectively, a double pinion carried by the main driving-wheel gear,meshing with one of the other gears and extending laterally beyond thesame, and a second double pinion composed of two separated membershaving an intervening space, one of said memhers meshing with thefirst-mentioned double pinion, the other member meshing with the secondof the two gears of equal size, and the first of said two gearsextendinginto the space between the two members,substantially asdescribed.

2. The combination, in a compensating gear, of a loosely-mounted maindriving gearwheel comprising a toothed annular portion and sideplates,apertured as described,brackets mounted on one of said sideplates, two gear-wheels of equal size mounted side by side in immediateproximity to each other between the side plates and adapted to beoperatively connected with the two drivingwheels of a traction-engine,respectively, and

diametrically opposite systems of pinions journaled in the side platesand brackets of the main driving gear-wheel near its periphery, eachsystem consisting of a double pinion meshing with one of the inclosedgears and extending laterally beyond the same, and a second doublepinion composed of two separated members having an intervening space,one of said members meshing with the firstmentioned double pinion, theother member meshing with the second of the inclosed gears, and thefirst of said gears extending into the space between the two members,substantially as described.

In testimony whereof I affix my signature in presence of two witnesses.

EDWARD HUBER. Witnesses:

F. A. Sonnon'rnn, JOHN A. SoHRoE'rER.

